Change-speed gearing



y 14, 1929- J. H. HAND 1,713,080

CHANGE SPEED GEARING Filed Feb. 10, 1927 '3 Sheet's-Sheet l A TTORNE Y.

May 14, 1929.

J. H. HAND CHANGE SPEED GEARING Filed Feb. 10, 1927 3 Sheets-Sheet 2 IATTORNEY.

v May 14, 1929.

J. H. HAND 1,713,080

CHANGE SPEED GEARING 3 Sheets-Sheet 3 Filed Feb. 10, 1927 MXM ATTORNEY.

Patented May 14, 1929' nane JESSE H. HAND, OF CHICAGO, ILLINOIS.

CHANGE-SPEED GEARING.

Application filed February 10, 1927. Serial No. 167,158.

My invention relates to improvements in change speed gearing andparticularly to gearing of the same general type as that illustrated inmy Patent No. 1,517,836, dated December 2, 1924:. The invention isembodied in change speed gearing wherein the gear: are constantly inmesh and wherein the construction is such that in high speed the mainshaft is coupled directly with the drive shaft to rotate therewithindependcntly of all the change speed gears and wherein a huh isprovided on the drive shaft adapted to receive the end of the main shaftand carryinga clutch member operable to lock the main shaft to the driveshaft for rotation tl'ierewith or to couple the main shaft with thedrive shaft through the countershaft.

In change speed gearing, characterized as above set forth, an object ofthis invention is to facilitate the ready assembly or disassembly of themain shaft within the hub of the drive shaft by providing a clutchmember on the end of the main shaft within the hub which is readilyremovable there from to permit withdrawal of the main shaft from thehub, leaving the clutch of the main shaft within the hub.

An additional object of the instant in vention is the employment inchange speed gearing of the type referred to of a reverse gear drivenfrom the countershaft and which is constantly in mesh with one of thechange speed gears on the main shaft mirn'ially employed to drive themain shaft in a forward direction. Specifically this reverse geardriving arrangement comprises a double unitary reverse gear, rotatablymounted up on the reverse shaft and having one gear memberin constantengagement with a gear rotatably mounted upon the countershaft butadapted to be locked thereto and the other member of such reverse gearbeing in constant engagement with one gear of one pair of the changespeed gears.

Other advantages and ineritorimls features of my invention will morefully appear from the following specification, appended claims, andaccompanying drawii'lgs, wherein:

Fig. 1. is a vertical sectional view taken on line 11 of Fig. 2.

2 is a horizontal sectional view through my change speed gearing.

Fig. 8 is a side elevation of my improved. reverse gear. 7

F t is a perspective of the end of the drive shaft provided with thehub.

Fig. 5 is a perspective of the high speed header carried by the mainshaft within the hub.

Fig. 6 is a perspective of the master gear mounted upon the main shaftadjacent the hub.

Fig. 7, is a perspective of the master clutch ring carried by the hub.

Lot 10 indicate the casing of my trans mission mechanism, 12 the driveshaft, 14 the main shaft, 16 the counter-shaft and 18 the reverse shaft.The drive shaft 12 is provided with. a hub 20, shaped as illustrated inFig. 4-. In such figru'e this hub is shown as provided with. a plurality(four being here shown) of slots 22. A master clutch ring 21 encirclesthe hub. This clutch ring has fii'igers or lugs 26 which extend throughthe slots 22 of the hub into the interior thereof. This master clutchring is provided with a circumferential channel 28 within which ismounted a shifter fork 80 whereby the ring is actuated slidablylongitudinally of the hub to bring the fingers 26 into position to pickup the high speed header 32 illustrated in Fig. 5, or the master gear 8%illustrated in Fig. 6 to rotate with thehub.

The high speed header 32 is freely rcmovably splincd upon the end of themain shaft, as illustrated in Fig. 2 (four splines 36 being here shown).The header is provided with a hub portion 38 and a series of lockingrecesses h) (four being here illustrated), the entrance to which isfacilitated by a beveled guideway 12.

The master gear 34L is rotatably mounted upon the main shaft 14;adjacent the high speed header 32. This master gear has a hub portionist which is cut away provid ing locking recesses 445 (four being hereshown) which huh portion extends within the hub of the driv shaft asillustrated in Fig. 2. This master gear 34; has a gear portion 48 whichis in constant mesh with a drive gear 50 blocked on the ccunten-ahaft 16to drive such countershaft.

The master clutch ring 2-1 is actuated by the shifter fork 30 carried bythe shift rod 31 to bring the lugs 26 into engagement with the highspeed header 32, such lugs riding over the guide faces 42 of the headerinto the recesses 40, at which point they lock the header to rotate withthe hub of the drive shaft and as the header is splined 'of the mainshaft.

upon the main shaft locking the main shaft to rotate as one piecewiththe drive shaft. The master clutch ring 1s movable 1n the oppositedirection to bring lugs 26 into the exception of the drive shaft, isidle.

The main shaft as shown is supported by bearings 13 and 15 and carries asleeve 52 rotatably mounted thereon upon suitable bearings 54 to permitindependent rotation First and second speed gears 56 and 58 respectivelyare splined upon the sleeve (four splines 60 being here shown). Thesleeve is provided with a hub 62, similarly splined, and upon. which aclutch collar 64, provided with lugs 66, is mounted to rotate therewith.This clutch collar is adapted for actuation by a shifter fork 68 whichis mounted upon the shifter rod 31. v V

The main shaft itself is provided with a hub 70 having locking recesses72 adapted to receive the lug 66 of the clutch collar 64 to lock thesleeve 52 tothe main shaft 14 to rotate therewith.

The construction is such that when the master clutch ring 24 is actuatedto pick up the master gear 34 to drive the countershaft, the clutchcollar 64 is also actuated to lock the main shaft 14 to the sleeve 52 torotate therewith when such sleeve is driven throu h the chan e s )eedears from b t: 23 the countershaft.

The countershaft is provided with first and second change speed gears,74 and 76 respectively, freely rotatably mounted upon the counter-shaftand constantly in mesh 'with change siecd "cars 56 and 56 on the mainshaft.- Change speed gear 74 on the countershaft is provided with a hubhaving locking recesses 78 adapted to receive lugs 80 of a clutch collar82, which clutch collar is splined on thecoimtershaft and is adapted tobe actuated by a shifter fork 84 carried by theshifter rod 86 to lockthe first speed gear 74 to the countershaft to rotate therewith, .Thesecond speed gear 76 has a hub provided with locking recesses 88 adaptedto be engaged by lugs 90 of a clutch collar 92, which clutch collar isactuated by a shifter fork 94 to pick up the second speed gear 76 torotate with the countershaft. The clutch collar 92 is splined upon a hub96 formed on the counter-shaft 16 to rotate with such shaft.

Through the change speed gears just demay be driven at varying rates ofspeed through the countershaft from the drive shaft.

A double unitary reverse gear 96. illustrated in Fig. 3, is rotatablymounted upon the reverse shaft 18. This gear has a gear member 98 whi his constantly in mesh with a reverse gear 100 rotatably mounted upon thecountershaft 16 and a gear member 102 which is cmistantly in mesh withthe change speed gear 56 upon the sleeve 52 on the main shaft. Theclutch collar 82 is adapted to be actuated so that the lugs 80 pick upthe reverse gear 100 by engaging in the locking recesses 104 of a hubformed on such gear.

In the operation of my improved mechanism it will be observed that thereverse gear engages one of the change speed gears of the main shaft todrive the main shaft in reverse, which change speed gear is normallyused in driving the main shaft in a forward direction.

My improved gearing is adapted for ready assembly and disassembly andan. important feature lies in the provision of a high speed header 32freely removably splined on the main, shaft within the hub 20, so thatthe main shaft may be withdrawn from such hub, leaving the headertherein. The casing is normally filled with viscous lubricant which. ithas been found in practice is sufiicient to retain the header in itsplace in the hub, permitting the removal of the main shaft therefrom.

That I claim is:

1. In change speed gearing, a drive shaft, a main shaft, a countershaft,a reverse shaft, a master gear rotatably mounted upon the main shaft andcoupled with the countershaft to drive such shaft, a plurality of pairsof constant mesh change speed gears, one gear of each pair mounted uponthe main shaft to permit independent rotation of the main shaft and theother gear of each pair mounted upon the countershaft to permitindependent rotation of such shaft, a reverse gear mounted upon thecountershaft to permit independent rotation, of such shaft, a doublereverse gear rotatably mounted upon the reverse shaft and having one ofits gears in constant mesh with the reverse gear on the countershaft andthe other gear of said double reverse gear in constant mesh with one ofsaid constant mesh change speed gears on the main shaft, means forcoupling); the drive shaft to the main shaft to rotate the main shaftindependently of the gears thereon, and means for couplingthe driveshaft to the main shaft through the countershaft, including means forcoupling the .drive shaft with the master gear on the main shaftindependently of the main shaft to drive the countershaft, meanscooperating therewith for simultaneously coupling the llO change speedgears on the main shaft to said shaft as a unit, and means for couplingindividual gears on the countershaft including the reverse gear to thecounter-shaft to rotate therewith.

2. In change speed gearing, a drive shaft, a main shaft, a countershafthaving a drive gear fixed thereto, a reverse shaft, a sleeve rotatablyjournaled upon the main shaft, a plurality of pairs of constant meshchange speed gears, one gear of each pair heing rotatably jmu-naled uponthe eountershaft, the other gear of each pair being fixed to the sleeveon the main shaft, means operable to couple individual clmnge speedgears on the COHIIUZI'Sl'HL'fl) to the countershaft, a master gearrotatably supported on the main shaft at one end of the sleeve andconstantly in mesh With the drive gear fixed to the countershaft, aclutch hub fixed to the main shaft at the opposite end of the sleeve,

a reverse gear rotatably mounted upon the counter-shaft, a doublereverse gear rotatably mounted upon the reverse shaft having a gear atone end constantly in mesh With the reverse gear on the countershaft anda gear at the opposite end constantly in mesh with one of the changespeed gears on the sleeve, a clutch member carried by the sleeve torotate therewith and slidable thereover to look the sleeve to a clutchhuh on the main shaft, and aclutch member carried by the countershaftand slidahle thereover to lock the reverse gear thereon to thecountershaft, mechanism operably engaging both clutch members to actuatethem in the same direction to lock the sleeve to the clutch hub on themain shaft and the reverse gear on the countershaft to such shaft.

In testimony whereof, I, JESSE H. HAND, sign this specification.

JESSE H. HAND.

